Running-gear for vehicles



(No Model O. M. MURG-H. Running Gear for Vehiolesr- No. 229,329.Patented June 29,1880.

.Bzveazt oz".

N-PETERS. PKDTO LITHOGWAFHERI WASHINGTON, D. C

' EJN T D. ST ES OHAUNOEY M. MUROH,

PATENT Orripn.

OF OINOIN N ATI, OHIO.

RUNNING-GEAR FOR VEHICLES.

SPECIFICATION formingpart of Letters Patent No. 229,329, dated June 29,1880.

7 Application filed May 10,1880. (N0 model.)' 1 i i To all whom it mayconcern Be it known that I, CHAUNGEY M. Muncrr, of Cincinnati, Hamiltoncounty, Ohio, have invented certain new and useful Improvements inRunning-Gears for Vehicles, of which the following is a specification.

This is an improvement on Letters Patent No. 168,768, granted to meOctober 11, 1875 and the first part of the present invention comprises anovel construction of frame whereby the desired elevation of thefifth-wheel can be obtained without the necessity of blocking up thesprings, as hereinafter more fully described, and pointed outin theclaims.

The second part of my invention consists in so improving therunning-gear seen in the aforesaid patent as to afford amore secure attachment of the under or fixed member of the fifth-whee], as hereinaftermore fully described, and pointed out in the claims.

The third part of my invention consists in applying to the running-geartwo tie-rods extending diagonally from the axle to the rear cross-bar,for the purpose of preventing any injurious lateral sway of the springs,while at the same time they are allowed unrestricted vertical play, ashereinafter more fully described, and pointed out in the claims.

In the annexed drawing, Figure 1 is a plan of my improved running-gear.Fig. 2 is a plan of the same with the frame removed. Fig. 3 is a sideelevation of the gear. Figs. 4 and 5 are perspective views, showing twodifferent methods of attaching the frame to the angleirons; and Fig. 6is a vertical section of the clip wherewith the curved end of the springis coupled to the rear cross-bar.

The front axle, A, is supported upon wheels at a, and carries two sidesprings, B B, which are preferably constructed in the manner describedin Letters Patent No. 226,536, issued to me April 13, 1880, although anyother form of spring may be used. The front ends of said springs arecoupled to screw-threaded shackles 1), which latter are attached to thecrossbar 0 by nuts I), as seen in Fig. 3, while the rear ends of saidsprings have suspended from them, by eye-bearings D and clips cl,another cross-bar, E, as more clearly represented in Fig. 6, saidcross-bars O and E being composed of angle-iron. These membersG and Esupport a frame composed of two side bars, F G, and a central one, H,the ends of said bars being bent around the flangesof the cross-bars O Eand bolted or riveted thereto, as seen in Fig.

5. Of the bars composing this frame the outer ones, F and G, are made ofangle-iron, while the inner one, H, is perfectly fiat. Furthermore, thebars F G do not extend horizontally along from the member G to themember E, but are united to the latter by inclines ff g g, so as to giveany desired elevation to the central portions of said bars, as seen inFig. 3. The central bar, H, has two similar inclines, h h. Firmlyfastened to the webs of the members F Gr, as shown in Fig. 4, is a frontcrossbar, I, a rear cross-bar, J, and a central one, K, which threedevices I J K support the lower half, L, of the fifth-wheel. Z arerivets that unite the wheel L to the bars 1 J K. M is the king-bolt holeformed at the junction of the bars H and K. N is the pole-socket.

P P represent two diagonal tie-rods, the front ends of which are securedto axle A, or to the clips that unite the springs B B to said axle,while the rear ends of said rods are fastened to cross-bar E. R is ashackle or clip that unites these tie-rods at their junction with eachother, so as to render them more rigid and prevent rattling.

By attaching the frame F G H to the crossbars O E by the inclinedportion ff 9 g h it, any desired elevation of the fifth-wheel L can beobtained without being compelled to resort to the clumsy expedient ofblocking up, and consequently a stronger and much lighter appearingrunning-gear is afforded.

The rods P P add another important advantage to my running-gear, as itis evident any outer surge of spring B will be resisted by the tie P,while any outer sway of the other spring, B, will be prevented by thetie P.

It will thus be seen that said rods serve to keep the two springs in atrue parallel position with reference to each other, while the length ofsaid ties allows the rear portion of these springs to have all thevertical play nec- IOO taining more weight than any running-gear of thesame capacity.

Finally, the central longitudinal bar H may be dispensed with; but itsuse is recommended 5 because it transfers the draft in an almost directline from the pole-socket N to the kingbolt inserted in the aperture M.

I claim as my invention-- 1. In combination with the front axle, A,

side springs, B B, and cross-bars O E, of a running-gear, the angle-ironframe F G, having the inclines ff 9 g, for imparting the properelevation to the fifth-wheel of a vehicle, substantially as hereinexplained.

I5 2. The combination, in a running-gear, of supports 0 E, frame Fff G gg H h h, cross-bars I J K, and fifth-wheel L, which wheel is secured tosaid bars at l in the manner herein described, and for the purposestated.

3. In combination with axle A and side springs, B B, the tie-rods P 1?,extending diagonally across from said axle or a fixture to the same, andserving to prevent lateral sway of said spring, While permitting freevertical movement thereof, as herein described.

4. An improved running-gear consisting of axle A, side springs, B B,cross-bars O E, frame F ff G g g H h h, bars I J K, fifthwheel L, anddiagonal tie-rods P P, as herein described, and for the purpose setforth.

In testimony of Which invention I hereunto set my hand.

OHAUNOEY M. MURGH.

Witnesses:

J AMES H. LAYMAN, J. G. TWOHIG.

